Page 19 - Volume 21 Number 11

because when doing 4,000 feet per minute, with the usual “1,000 feet to go” CRM call out, you have less than 15 seconds to get the climb rate under control or an altitude bust is almost a certainty.
Luckily, on our flight to Boise today, we nail the altitude, and with fuel caps staying in place and the cabin door remaining closed, we do just fine as we climb to FL390 to happily discover a 100-knot tail wind. Twenty minutes later we are at the TOD (top of descent) for our approach into Boise. During the decent we dial up the local ATIS, then look up the TOLD numbers for
the airplanes weight, plus temperature and altitude of the airport. We make a good landing being sure the nose wheel steering remains turned off. We turn the nose wheel steering on as we exit the high-speed turnoff, and while taxiing to the FBO have the foresight to transfer fuel from the wing to the “trunk” tank in the aft fuselage.
Forty-eight minutes after leaving BFI, and having luckily avoided all the “gotcha’s,” we•park the airplane on the ramp at BOI, borrow a crew car and head out for breakfast thinking, “What great airplanes those Lear 35s.” T&T
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Kevin Ware is an ATP who also holds CFI, MEII and helicopter ratings, has more than 10,000 hours and is typed in several different business jets. He has been flying for a living on and off since he was 20, and currently works as a contract pilot for various corporate operations in the Seattle area. When not working as a pilot he is employed part time as an emergency and urgent care physician. He can be reached at kevin.ware2@aol.com
Gulf Coast Avionics
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November 2017
TWIN & TURBINE • 17